Subaru Impreza WRX STi Review 2005

At times, especially on a stinking hot day when the fingertips were dripping with perspiration, I almost slipped and stabbed the wrong number. One mistake here and, like a bomb-disposal expert with the DTs, it all goes bang.

Well, not quite, but the screech of the alarm was terrifying and quickly alerted my neighbour when I fudged it one afternoon.

By comparison with getting the security code right, driving this car quickly is a doddle.

Something pleasant has happened over the past two Subaru WRX STi models – the car is now easier and more forgiving to drive.

The handling is streets ahead of its predecessors and matches its rival, Mitsubishi's Evo VIII.

Comparison is natural. Conspiracy theorists smirk knowingly after taking one look at the specification sheets of both cars.

Each has a two-litre engine producing 195kW. They weigh an identical 1470kg, use Brembo brakes, get about the same fuel consumption, come with the same gear including adjustable differentials, and so on.

The Evo has more torque which makes it feel stronger low down in the rev range, though the STi feels livelier and smoother to drive at the top end.

With its engine hanging out ahead of the front axles, the STi appears a prime candidate for understeer. In fact, it holds its nose on line very competently and gives little away to the Evo.

Keeping it all clean is Subaru's DCCD (driver control centre differential), which lets the driver adjust the torque split between the front and rear axles.

Keep the console-mounted switch on automatic and the system will apportion the power when and where it's needed.

The system is similar to that used in the Evo VIII and, in auto mode at least, subtly sends the most efficient spread of power through the wheels to maximise traction.

But get smart and you can do it yourself. The dial can send as much as 65 per cent of torque to the back wheels, immediately promoting oversteer – a lot of fun on a lonely test track, but a bit scary anywhere else.

Personally, the auto mode maximises grip without over-stressing the driver. It also has a reaction you feel in your back, when the DCCD sends a tad extra power to the front to scramble out of a corner.

I'd give the tyres some of the credit for the STi's limpet-like grip. The Bridgestone Potenza RE070s have an asymmetrical tread pattern that is deeply yet sparingly grooved. It also has a fat treadless section on the outer edge to maximise traction on smooth bitumen.

The tyres aren't cheap and probably will be quickly chewed up in club competition, but they're a top selection if you want to win.

The extra money it costs to get an STi version over the WRX model is seen, and felt, by the handling and power delivery.

One look underneath the rear of the STi shows how much work has gone into getting the suspension right. Alloy lateral bars with adjustable fixings and rose-jointed roll bars are giveaways.

The STi gets a six-speed gearbox with tight ratios to maximise the engine's strong 4000-plus rev band.

This is important because the engine prefers to stay in the upper reaches of the tachometer and letting the power slip away reveals some turbo lag.

The box wins for its ratios but the gearchange is notchy and, at times, feels a bit fragile.

Once you know to change early to get in the right gear and keep the revs on the boil, the car is magic.

In addition to the suspension work, Subaru has upgraded the steering. Some early editions had a vague steering feel but this latest machine returns a crisp action, especially when turning into a bend.

The STi gets more power than the WRX through different engine internals and is more noticeable on the street, thanks to its big rear spoiler, giant bonnet-mounted intercooler scoop, and pink, yes, pink badging.

Dealing with those with a criminal bent has meant some changes to the car, including the keypad security system I've already mentioned.

Subaru was one of the first Australian distributors to use DataDot technology to record each component and minimise theft.

The STi has all the niceties of other Subarus, including a three-year warranty and roadside assistance, airconditioning and electric windows, a CD player and a cruise control.

It adds its own flavour with that humungous bonnet scoop and giant rear tail, drilled alloy pedals, a unique grille, STi badges and gold-painted 17-inch alloy wheels.

Like the Evo VIII, it has a piddly space-saver tyre and a pretty ordinary finish in the boot.

But that's probably not high on an STi buyer's list of necessities.